Eight wheel rail car



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R FAGEOL ET AL.

EIGHT-WHEEL RAIL CAR Filed March 7, 1950 9 Sheets-Sweet l LQIGAG .Buy 4,1933. F. R. FAGEOL ET AL EIGHT-WHEEL RAILI CAR 9 sheets-sheet 2 FiledMarch '7, 195o July 4, 1933.

F. R. FAGEOL ET Al.

EIGHT-WHEEL RAIL CAR Filed Maron '7, 1930 4.7.72? ]geo] W5 Fayed' Mgg@ 9sheets-sheet 3 July 49 l933..

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EIGHT-WHEEL RAIL CAR Filed March 7, 195o 9 sheets-sheet 8 xwvdub 5|.'llllllll l -u FAKT, iTI. 1 1 .wNh. T|v l IIIIIIIII llTlmllrll \NMJ kwh;@wb mmm han lllllllllll ,l 4 I l l I I I I I I. /f/ @Nb July 4, 1933- F.R. FAGEOL Er AL EIGHT-WHEEL RAIL CAR Filed March 7, 1930 9 Sheets-Sheet9 Patented July 4, 19334 UNITED fsT'ATEs V:FRANK B. FAGEOL AND WILLIAMBi FAGEOL', OF V.'Klidbll?, OHIO,A ASSIGNORS TO TWIN COACH COMPANY, OFKENT, OHIO, A CORPORATION F DELAWARE Application led March 7,

This invention relates to a rail car of the p type that includes a bodysupported at each end by a truck consisting, preferably, of four wheels.More particularly the invention re- 5 lates to rail cars of the typejust stated .em-

bodying motors electrically driven from a power plant located at aremote point.

Cars of this type, now in general use, are of heavyv construction, andinclude substantial ly no means for resiliently interconnecting thevarious heavy 'parts that enter into the construction thereof. In viewof these facts electrically driven rail cars now in conmon use aregenerally-extremely noisy in operation, in strong contrast to the modernbuses with wh'ch such cars are now generally op'- erated in competition.

It has been found that rail cars of the type under consideration nee-dnot partake of the heavy constructions now generally employed,

and that it is entirely feasible to construct a rail car having adegree'of resilience inthe connections between the various parts thatserve to support the body thereof,andto very greatly reduce the weightof the car. The rel duction in weight results in more silent operation,even in the absence of the resilient connections between the supportingelements of the car body. However, 'such resilient nterconneetions serveto further vcushion the shocks and impact betweenthe parts entering intothe car body construction, when the rail car moves over relativelyuneven road beds.4 It has been found that it is feasible, by eect.

ing a substantial reduction in the'weight of the construction, byproviding proper resilience between the 'axles and the tiuck frame,

and by cushioning' the connections between the parts of the vehicle toproduce a rail car that operates with a silence comparable with that bywhich motor buses are beingfoperated at the present time.

The reduction of the weight of the rail car further resultsr in alowered initial `cost of the construction, and lowers the cost ofoperation of the vehicle in its unloaded condition.

TheNV provision of a substantial degree of I resilience between thewheels and axles permitting yielding of said elements with respect tothe frame and with rlespect to each other EIGHT WHEEL RAIL CAR 1930.serial No.l 434,048.

ing and braking connections used to propell and control the car so thatdisarragement thereof causing improper application of the brakes andlosses of power due to whipping of the drive shafts, etc., does notresult during the normal operationof the car while the parts thereofvare moving relative to each other. It has been found, that it isentirely feasible by properly designing the braking anddriving'arrangements to permit a degree of flexibility between thesupporting parts of the rail` lcar and the body heretofore not regardedas feasible in rail-car construction.,

The primary object of this invention is accordingly to overcome theobjections just pointed out in present day constructions, and to providea rail car o f relatively light weight, compared to the heavyconstructions -now in general use, and embodying flexible andf-resilientinterconnections between the running gear and the body of thecar,and'be! A furtherimportant object of the invenl tionris to providel arail car embodying a truck in which the axles are spaced apart by leafyspring assemblage, fas distinguished from rigid truck frame members,adding great weight to the truck construction and serving to restrictthefree movement of the axles with respect to each other andwith respectto the truck bolster.

vA further object of the invention is to provide arail car including atruck in which leaf spring assemblies are relied upon to space the axlesapart cand 'to resiliently connect them to the frame members, and inwhich the 'wheels aswell as the connections between the springs and theaxles areproyided with cushioning elements, minimizing, so far as4possible, metal tofmetal contact at the pointsvof connection, providinga constructlon tha/t ido f `vide a rail car construction including atruck operatessilently over ven poorly aligned tracks, and that willpossess superior riding .qualities in view of the labsorption of thevibration of the parts of the body in the resilient cushions. l

A further object of the invention is to prosprings that connect them tothe bolster. In

yother words, the torque resisting connections are arranged toeffectively resist the torque reactions by being relatively'rigid inplanes necessary to effect this function, while atY the same time havingdegrees of iexiblity of all other directions so as to interfere with thep yieldingly resisted movements of the axles.

A still further object of the invention is to Yprovide a rail carincluding trucks having a high degree of flexibility and light Weight,\and embodying motors and drive shafts so disposed as to minimize lossesof power due i to changes in the angularity of the drive shaftspermitted by the flexibility of the construction.

A further obj ect. of the invention is to provide a rail car having abody supported by trucks having a high degree of flexibility,

in which the body is mounted on the truck,

for movement about substantially vertical axes in such manner as toprovide a stable support for the body during its movement and at thesame time cushion and yieldingly resist the tendency of the body to movewith respect to the pivot 'about which the trucks are free to swing.A

A further object of the invention is to provide a rail lcar supported ateach end by a truck that is secured to the body for pivotal movementabout aesubstantially vertical axis, f

and in which `the axles of each truck are driven by nmotors that aresuspended from the body and are provided with drive shaftsinterconnecting the motors'in the axles that are so arranged withrespect to the pivotal mounting for the trucksl as to minimize theeffect of the changes in angularity between the truck and the body undernormal voperating conditions, and to provide such drive shafts'withflexible joints disposed to permit the movement of the body with respectto the truck without introducingsubstantial travel of the splineordinarily included in flexible drive shafts. f

A still further object o f the invention is to provide a rail carincluding a truck consisting of a bolster and apair of axles spacedlaterally froml thel bolster by s rings that constitute'y the solemeansfor e ecting this vidually driving the axles are mounted on the bolsterindependently of the axles so that free movement of the axles withrespect to the bolster is permitted. y

A still further object ofthe invention is to provide a rail car havin atruck consisting of holsters and axles heild in spaced relation by leafspring assemblies in which axles are individually driven by motors thateach are attachedfto the side of the bolster remote from that nearest tothe driven axle, whereby longer drive shafts may be employed to coupleeach axle and its motor permitting substantial movement of the axle withrespect to the' motor withoutcausin g the driveshaft to move throughlarge angles when the `axles move with respect to the bolster, since theamplitude of angular movementy of the shaft is a function of the lengthof the shaft.

A still further object of the invention is to provide a. rail car, thebody of which is substantially vertical, in which the wheels of thetruck are provided with brakes, the application of which issubstantially unaffected by virtue of the wheel movement per i mittedbecause of the fact that the construction is relatively flexible.

A still further object of the invention is to provide a rail car,supported by drive trucks that are pivotally connected to the body formovement about vertical axes in which emergency brakes are providedonthe motor shaft carried by the truck bolsters and in which themechanism for. operating the brakes is so associated with the truck,that the trucks are free to swing as the car rounds turns withoutintroducing disarrangement vof the braking mechanism and theintroduction of` factors that may result in an improper application ofthe brakes caused by changes in position of the parts as the vehicle isrounding a curve.

Still further objects of the invent-ion will appear as a description4thereof proceeds with reference to the accompanying drawings in which:l

Figure l is aside elevational view of an eight wheel rail carconstructed in accordance withfa preferred embodiment of Jthe invention.n ,f

' Figure 2 is .a horizontal sectional view of the car body, disclosed inFigure l, particurelative disposition of the motors indicated in dottedlines. l

Figure 3 1s a transverse sectional vle'w 'of the car body, particularlydisclosing the rela- Y.

tivelylight body base frame construction tol which the supporting andpropelling mechanism, later described, is directly secured.A i

Figure 4 1s a fragmentary transverse sectional view of the car bbdyparticularly disclosing the exit door step arrangement.

L Figure is a broken view, partly in top plan land partly in horizontalsection, 'of one of 5 the novel four wheel truck constructions embodiedin the present invention.

Figure 6 is a view, partially in side elevationA and partially'inlongitudinal vertical section, of the construction disclosed in Figure5. f y 1' Figure 7 is a broken and lforeshortened view, partly inelevation and partly in vertical longitudinal section, of one of thedrive axles, associated wheels, and drive mechansm for the axle.

Figure 8 is a top plan view of one of the truck constructions, Itogetherwith the drivy ing motors therefor, which are supported by the ,bodyBbase frame Iconstruction, a fragmentary portion of which is alsoindicated.

Figure 9 is aside elevational view partly in section of the'construction illustrated in Figure 8. l

- Figures 10 and 11 are views respectively corresponding to Figures 8and 9 disclosing a modified embodimentof-the invention.

Figure 12 is atop plan view partly 'broken away of a truck constructionin accordance Awith further modified and at present preferreclembodiment of my invention.

Figure 13 is a longitudinal section substantially on line 13,-13 inFigure 12, the

figure further including the central bolster' pivotal connection as wellas'illustrating a portion of the car body with which the trucky ing 25upon removal of housing portion 28. A

construction isdirectly associated.

Figure 14 is a view, partially in end eleivation and partially intransverse section, of the truckconstructicn illustrated in Figure 12. ii

y Figure 15 is a side elevational view of the truck constructioneillustrated in Figure 12.

Q Figure 16 is a substantially longitudinal central sectional view ofthe bolster, par- 'f 45 ticularly disclosing the pivotal andoscillatfingconnections between the bolsterandthe body and also the connectionsofthe leaf spring assemblies with the opposite ends of the bolster. w iFigure 17 is a broken sideelevational view of one of the springasseinblies disclosing the association therewith of one of air and fluidactuated servicebrake constructions.

Figure 18 is a transverse sectional view of fthe constructionillustrated in Figure 17 with 4 certain parts shown` in elevation.

-Referring" to the drawings by reference characters in vwhich likecharacters designate like parts, B (Fig. lfdesignates the car body whichas hereinafter described i-skbuilt up of relatively light 'structuralelements provi ing alight weight construction. The body is' supported bya pair of. truck assembliesT (Fig. 5) which as will hereinafter appearare secured directlyto the/'body construction.

-as well as with a tube.'YA bracing web 22.

las illustrated in detail in/Figures 5 to 9, comprisesa main crosssupporting bolster 14,

which is of rigid construction and preferably of hollow formation, asmore particularly indicated in Figures 5 and 6.v The bolstenliisprovided on each side thereof with a pair of lugs 15, which, asindicated in Figure 8, aire .arranged slightly offset longitudinallyofthe bolster in closely spaced relation to the transverse/center of thebolster. Pivotally securedto lugs 15 at the inner ends thereof arecorresponding pairs of linksl, which, at the outer ends thereof, areprovided with apertured .bosses 17, between each pair of which ispivotally secured, adjacent an end thereof, as indicated at18, a torquetube 19. Each torque tube 19 at the opposite end thereof is providedwith an apertured ange 21,

Flange 21 is detachably secured, as by means of bolts 23,`to a gearhousing 25.

Each gear housing '25, as 1s more clearly shown in Figure 7, comprises amain-portion y 26 embodying an integral hub p0rt`on 27 and 90 aremovable end portion 28, detachably secured to portion 26 by bolts 29,and embodying an integral hub portion 31 corresponding to hub'portion27. Supported' within each hub portion 27 and -31 is a roller bearingas- 9.5 semblly 32, in which. is rotatably journaled intermediate itsends a solid drive axle 33, to which is keyed for rotation therewith, as`ilidicatcd at 34, within housing 25, a worm gear 35; Said'gear maybeinserted within housi 1.00

Detachablysecured to each hub portion'27 and 31, by means of 'stud bolts36 is a'cap 37,

provided with a central opening 38 through thereof, 7are rotatablyjournaled in cdouble roller bearing assemblies 41 removabl `dis-- pOSedwithinj bearing housings 42. ,l ach housing 42 is provided lwith endcaps 43, re- 116 movably secured in position by bolts 44', each capbeing provided` withan axle receiving opening l45, in which is removablydisposed an oil'seal ring 46. y

The two pairs of axle bearing housings 42 120 are yieldably7 connectedwith bolster'14 by means ofa pair of relatively long leaf springassemblies 47, which spring assemblies are connected with bolster 14midway of their endswhereby the axles 33 .are disposed'at 125 'equaldistances from bolster 14. In other words, bolster 14 is disposedcentrally of axles 33 and in parallel relation therew'th, and the l"springs are used to spacethe axles from the bolster and.' to secure themthereto avoiding 130h the use of heavy longitudinal truck frame membersheretofore used.

The connection between bolster 14 and springs 47 comprises flanges 48 onthe opposite ends of bolster 14, which define spring seats forengagement" by the shortest leaves -of the spring. The springs arerigidly bound to the seats by means of bolts 49 extended throughopenings in flanges 48, as well as through vert'cally alined openings inspring supportingsaddles 51 which saddles are provided with extensions52 for interlocking position in slots 53 of vertical extensions 54 offlanges 48.

The opposite ends tachably secured in of springs 47 are deunderslungrelation to the bearing boxes or housingsr42 through rubber insulated4cushioning connections. Such connections comprise spring end coniningcages 56, which are removably secured to flanges 57 on housings 42 bymeans of vertically disposed bolts 58.

Each cagel 56 comprises a pair of hollowcastings 59 and 61 in abuttingengagement and provided with 'end slots 62 in the end wallsA for.passage of the ends of the springs. The castings 59 and 61 j o'ntlyprovide an interior space of appreciable depth as indicated at 63 inFigure 9. Disposed within such space are two longitudinally spaced pairsof yvertically alined rubber blocks 65, between which the ends ofsprings47 extend, and are tightly clamped by bolts 58. The spring leaves aredisposed intermediate the pair of blocks 65 in each cage andareinterconnected by means of a member 66, provided with an outer'cylindrical bearing surface 67 i-n rocking engagement withcorresponding convex bearing surface in a central block spacing web 68emy41) bodied in casting 59. The lower end of member 66 is provided witha convex surface and rockably engages a rubber str'p 69,which may beseparate or integral'with vthe lower block 65 and is supported by acentral raised portion 71 of lower casting 61. A rubber cushioned railengaging wheel 73 is secured to each end of each axle 33 preferably inclose proximity to bearing housing 42, the wheels being preferably forcefitted to the ends of the axle as well as keyed thereto, as indicated at74 in Figure 7. P j Each wheel 73 is preferably a casting com'- prisinga hub portion 75, a felly portion 76 concentric with hub portion 75 andintegrally united therewith by a conical disk portion 77, the wheelbeing reinforced by radial webs 78 integra-l with portions 75, 76 and 77on the inner side of the wheels. In assembled position the inner end ofhub portion 75 engages one end of .a spacing sleeve 79 whose oppositeend engages the outer roller bearing assembly 41. The outer end, of hubportion 75 is engaged av washer 81 in turn engaged by a nut 82-threadedly engaged c5 with the end of axle 33, whereby hub portion isdrawn into tight engagement with the i end of axle 33. w

Suitably secured, as by force fit, to felly portion 76 is an inner rim83 between which and a normally concentric outer rim 84 is molded arubber cushion ring or block 85 of substantial thickness. Suitablysecured to the' outer rim 84, as by force fit, is a metallic flangedrail engaging tread member 86. By molding the ring or block 85 betweenrims 83 and 84 a substantially integral structure is provided.

The rail car forming the subject matter of the present invention is, ashereinafter described, electrically driven and consequently the innerand outerv rims 83 and 84 are connected by suitable bonds such asdisclosed in the copnding application of W. B. Fageol Serial Number339,720 `filed Feb. 13, 1929. Said application also discloses acushioned rail wheel, which, if desired, may be substituted for theconstruction hereinl disclosed.

It will be seen from the foregoing disclosure thata four wheel truckconstruction is provided which isy comparatively simple, as

wellfas highly cushioned and flexible as each' drive axle 33 isjournaled intermediate its ends in a gear housing having a pivotalconnection with bolster 14 through tube 19. T he axles are furtherjournaled adjacent their ends in bearing housings 42 which are connectedwith bolster 14 by means of spring assemblies 47 which yieldably resistvertical swinging movement. of the gear housings. y

It will also be seen that the springs, securedadjacent their ends tothe'` bearing housings 42 are, due to the rubber blocks 65, permittedyielding movement relative to the housings and by the provision ofthe'spring leaf connecting members 66 the springs are permitted rockingmovement intermediate the pairs of rubber blocks 65. Furthermore byproviding the rubber pads 69 the springs have a complete rubbercushioned connection with the bearing housings 42.

It will be observed further that the truck just described is of lightweight comparedV Ito car trucks in common use in view of the fact .thatit does not include rigid heavy longitudinal side frame members, sincethe springs 4'7 'take the place ,of said members. The reduction inWeight, the resilience of the springs that take the place of the sideframe members, the cushioned connections betweenl the springs andlaxles,and the resilient cushions between the rims and hubs of the wheels allcontribute to Vpresent a truck that is of ahigh degree of flexibility,and at the same The bolster A14 of each truck assembly T is providedwith a side sway ocillator 88 `(Fig. 6), movably disposedwithin thehollow bolster 14, which oscillator is supported in bolster 14 byrocking members 91 of the ,character disclosed in said copendingapplication,.7whereby oscillator 8'8 is permitted llimitediside swaymovement. The oscillator 88 is pivotally connected centrally thereof aswell as centrally of bolster 14 and between adjacent torque tubes 19 toa substantial body supporting member 92 by a bolt or pm 93, as indicatedin Figure 6.

Each body supporting member 92 1s 1n the form of a casting and isprovided with parallel -vertical flanges 95 which with a flat outer baseportion 96 thereof defines seats 97 on which aresupported channel trussmembers 98 of parallel and base portions4 96.

. bars 102 as indicated in Fig. .9. Disposed in It will accordingly beseen thatthe truck assemblies T are connected with the-body B for freemovement thereof relative to the l'body for traversingcnrved sections oftrack v also forming a part of the body construction.

' The motors 101 have a rubber cushioned connection with bars 102whereby jars land vibrations are substantially absorbed.' -Theconnections compriselugs 103 integral lwith the motors 101. D' posed' onlugs 103 are rubber cushion blo1S brackets 105 are disposed the 4baseAflanges of the channel of each bracket105 is a rubber cushion block l106on the outer face of which is disposed a plate or washer 107. Thecushion blocks 104 and 106 as well as the brackets :105 are secure'd ytolugs 103 by bglts 108 extending vertically downward through washers 107,blocksy 106, brackets 105, blocks 104 land lugs 103.- The connectionAdisclosed provides a substantially yieldable connection between motors101 -andbars .102 and the vertical extensions of brackets 105 positionmo'- tors 101 against ,longitudinal displacement. 'Asis indicated inFigures 8 and 9, each :motor 101v maybe disposed in substantial spacedrelation to each end of each truck 'as- 'sembly Tv with the axis of themotor armature shafts and the torque tube 19 of the respecf tivelyopposite axles 33 normally in vertical planes disposed 'relative 'close'to the truntransversely disposed chan-k l nel members 99 whichenter'i'nto the body` construction hereinafter described, the members 98beinO' rigidly secured to flanges 95 s 104 between which and the basesof angular outwardly chavnnelled lnion or pivot 93 for purposeshereinafter described. t

Each axle 33 is driven by a axle being driven by a through drive shaft115 embodying a section 116 rotatably jour.I

naled in the respective torque tube 19, and a. section 117.-

The inner end of 116 has a removable driving connection with which shaftis rotatably journaled adjacent its front and rear ends in rollerbearing assemblies 119 and 120 in housing 25, and is provided with aworm 121 for meshing engagement with thel corresponding worm gear 35.lousing 25 is provided with a removable cap naled adjacent the outerendthereof in a Ithe drive shaft section t -motor 101 disposed on theopposite side of bolster 14, .the

" the'front end of a worm shaft 118 (Fig. 5)' l The shaft section 116.is rotatably jouri 5 bearing cap 123 removablysecured tothe forward endof torque tube 19. The adjacent ends of drive Shaft sections 116 and-117 are operatively Iconnected through universal joints 125 whichuniversal joints arey disposed within the hollow pivotally mounted bodysupporting member 92 close toand onopposite side of pivot pin 93, asindicated in Fig. y8. It ywill be seen from this construction thatjoints 125 are disposed substantially in the transverse plane of' pivotpin 93. Shaft sec--y tion 117 is connected with the motor arma- 'asv'ture shaft through a universal joint 126 and 1 maybe provided adjacentthe ljoint with a splined telescoping joint 127.

Thus it will be seen thatv the drivev axles 33 of each truckassemblyT'are driven .by individual electric motors which are supported'by body B clear of the truck assembly, and that the Abody chann lmembers 99 and 102 to which the truck assemblies and motors are securedare arranged such that the axles 33 are entirely free to rise and fallin response to road irregularities] encountered Jby the wheelssupporting same.

It will be noted from Figure 9 that motors 101 are normally disposed asubstantial distance .above the axles 33, but by the constructiondisclosed in which the further axle is driven by each motor by thethrough drive shaft 115, the drive shafts are normally disposed at smallangularities, and, although the torque tubes 19 as well as shaftsections 116, are normally disposed at a slight angle to the shaftsections 117 the through drive is Areadily (accomplished by theprovision of the universal joints'125. t

Furthermore, by the provision of the universal joints r125. and .1,26land telescoping joints 127 the truck` assemblies T are free for pivotalmovement relative to body B.

Vwithout substantially adversely affecting the eiciency Vof the drivinconnection. And in view of the fact that t e universal joint 125 1sdisposed close to `the vertical trunnion of the truck the swinging ofthe truck about said trunnion will merely have the effect of flexing theshaft at said joint, and'such Hexure as well as the spline travel willbe of slight degree since the amplitude of movement is a function of thedistance of the shaft from'the truck trunnion.

Each of the motors 101 is provided with an armature shaft brake 131,which comprises two pairs of brake shoes 132 for frictional engagementwith opposite -faces of a disk 133 carried by an armature shafteXtension 134. The brake shoes 132 of each pair are pivotally supportedon cranks 135 which cranks are journaled'in bracket extensions 136 ofmotor 101. Keyed or otherwise fixed to each crank 135 is a lever 137with the levers of each pair thereof having their free ends yieldinglymaintained by a spring 138 `for the trucks in engagement with theopposite ends of a pneumatic expansion member 139 with the expansionmembers of each pair interconnected as indicated at 141 whichinterconnections are in communication with a controllable pneumaticpressure source. The brake shoes 132 are normally urged out ofengagement with disk 133 by means of springs 142.

By the simple provision of brakes associated with th-e driving motors asdisclosed, a relatively large frictional contact area is provided in'that the shoes 132 are of an arcuate extent substantially equal to onefourth of the circumference of disk 133 and due to the high speed ofdisk 133 moisture collected thereby is thrown off by centrifugal forcethus providing'for a unlformeflicient braking action. c

The body B includes the transverse channel bars 99 and 102 (Fig. 8)which enter into the body base frame construction, there bemg a pair ofthe relatively closely spaced channel bars 99 substantially midway ofeach end of bodyB. Each pair of bars 99 is arranged over one of thetruck assemblies T and plvotally connected thereto as hereinbe" foredescribed. A pair of the relatively lighter channel bars 102 is'disposed to sup` port each motor 101, as above described, thusproviding effective body floor supports, with the further function ofserving as connections and electric motors. ATo this end the outersurfaces of all the channel bars are in a common horizontal plane, asindicated in Figure 9.

The body B, as indicated in detail in Figures 3 and 4, further comprisesa plurality of vertically disposed T-iron body posts 142, which aresecured by an angle iron 143 which angle iron has the horizontal flangethereof seated in recesses in the opposite ends of bars 99 and 102 forproviding a level unobstructed floor support. The angle iron 143 ispreferably continuous and formed to define the horizontal'contour of thebody.

The T-iron posts 142 project substantially below the angle iron 143,land are rigidly united at their inner ends to a body circumscribingangle bar 144. The channel bars 99 as hereinbefore referred to may betrussed and diagonally braced by the angular channels 98, as indicatedin Figure 3, and to which the body supporting members 92 of trucks T aresecured. The bars 98 as lindicated in Figure 3 comprise centralhorizontal portions 98 to which said members 92 are secured and furthercomprise opposite and downwardly inclined portions 98, the terminals ofwhich are secured to the linner ends of adjacent T-iron posts 142, asindicated at 145. The opposite ends of channel bars 99 and 102 are alsorigidly secured at their ends to .adjacent posts 142, as indicated at146, in Figure 3.

The T-iron posts 142 are curved at their outer ends as indicated at 147for providing an arched roof formation, their ends to the margin ofcenter section 148. f

The posts 142 are so spaced longitudinally of the body as to providespaces for windows 149 and the posts below the window line arecompletely paneled preferably with onefourth inch ply metal 151, thepanel effect being provided by vertically disposed strips 152 securedoutwardly of posts 142.

Above the windows 149 the curved pora ply metal roof tions 147 of posts142 are covered with plate steel 154 and lined inside with aluminum 155the steel and aluminum coverings 154 and 155 being secured tolongitudinally disposed and are joined at v l strips 156, with the'inneredges of covering l 155 secured to bars 157.

This construction provides an all metal roof structure so constructedthat it forms one continuous dished piece of great strength, whereby theroof acts as a strengthening member, longitudinally and crosswise, thusvery materially assisting in carrying the end overhang of the car andpermitting of lighter construction below the floor line.

The body sides 151 as well as the ends are provided with a continuousbumper rail 158,l

which is riveted to the body opposite the angle bar 143 and immediatelybelow rail 158 removable doors 159, as indicated in Figure 1, areprovidedopposite each end of each ,truck T fo? facilitating accessthereto.

j The body construction is composed of relatively light structuralmembers covered with metallic or similar sheet material that arecontinuousas far as possible, as just` described, providinga rigidbox-like structure in which the roof and'side walls serve as a truss forthe base frame, enabling relatively tight members tov be employed'in theconstruction of said frame. Y

The body is provided with an entrance door 161, located at the righthand side and closely adjacent the front of the body and an stantiallymidway of the length of the body as isgclearly indica-ted in Figures 1and 2. Each of-the doors 161 and 162 is of the two leaf fold-in type andis air operated with a door engine' of ample capacity mounted above thedoor in housing 163 as indicated' in Figure 4, which housings areprovided with hinged covers providing ready access, thereto.

A flooring 165, preferably -comprising flexolith anchored to a sheetaluminum base is supported on bars 99 and 102, and is interruptedadjacent doors 161 and 162 for providing recesses in which are disposedsuitable door steps 166 for both doors, the step 166 for the entrancedoor 161 being preferably located at a suitable stepping distance belowthe Hoor 165 while the step 166 forthe exit door 162 is ,preferablydisposed a suitable stepping distance below an angular gangway 167 inwhich may be disposed door actuating treadles 168 of any type.

A plurality of stanchions 169, arranged within door.161, are'interconnected by a curved guardrail '171 for controlling passengermovement. Inwardly of the exit door a plurality of stanchions 172 areprovided which as indicated lin Figure 2 provide a pair of passageways.Each door may be 'operated by a treadle 168.

The body interiorly thereof, as indicated in Figure 2, may be providedwith a seating arrangement for the accommodation' of a maximum number ofpassengers, while maintaining suiiicient floor space' for the movementof passengers upon loading. and unloading, the sating arrangementpreferably comprising an operators seat 173 lorated adjacent the frontof the body, such that the operator may readily observe the entering ipassengers, while still in convenient reach of the various controlmechanism. The seating'arrangement further comprisesy a relatively longing seat 1 4 at the right hand side extending from door 161 to door 162,a longitudinally disposed side facing seat 175 at the left side of thebody near the front thereof, a multiplicity of trali'sversely disposedforwardly facing two passenger seats 176 extending from seat 175 toadjacent the rear end of the body, seats 177 similar to seats v176 onthe right hand side of the body rearwardly of.

door 169], a side seat 178 similar to' seat 174v immediately tothe rearof door 162,'and a built in seat 1-7 9 completely around the rearendofthebody.' f' v This arrangement .provides -ample aisle spacebetween the doors 161 andv162 and immediately adjacent thereto so as toavoid, so far aspossible, congestion between the seats preventingthemovement of passengers'to the rear of the car.

Y The seats are preferably ment but preventing drafts'in any onelocaabove referred to.

longitudinally disposed side facof the semi-bucket lcar type, and thearrangement as disclosed .i

is capable of seating 52 passengers, though a relatively wide aisle isprovided as just' stated, providing ample standing room, if needed.

A plurality of electric heaters 181 and 182 may be suitably arrangedunder the seats, as indicated in Figure 3,A for edective heating-N ofthe car body. Supported on the car roof, as indicated in Figures 1 and3, are ka plurality of Ventilating casings 183, within eachl of which isa motor driven fan 184, which forces air into and diffuses it throughoutthe car body, thus providing rapid air movetion. By the provision ofsuch Ventilating means during cold weather, or when the windows areclosed, the car body-Will be maintained `under slight pressure so thatwhen the doors are opened warm air will rush out accordingly preventingthe entrance of cold air. By this arrangement the cool air enters andsuitable lights 188 are provided for flrnishing sufficient illumination.Electric energy is conveyed through a collector assembly 191' supportedLon the car roof through rubber insulations, whichassembly is preferablyofthe construction,V disclosed in the copending lapplication The body isfurther provided with the usual eXternaLaccessories such as. bumpers192, visors 193, and drip ledges 194 whichare provided above thewindows, `doors and Visors thus givin drip protection around the en-ltire edge o? the roof. v

As will be seen upon inspection of Fig'. `9,

`at the top land circulates naturally toward 'l to motors 101 190 thebolster 14is provided at each end thereof 5 'above the spring seat 48with a body rocking which is directly secured for pivotal movementrelative thereto, a pair offour-whe'el vlimiting support 196 adapted forengagementnul'l truck assemblies each of which comprises a l i centersupporting bolster, a solid .drive aile rotatably journalled in apair'.of 'bearing housings at equal distances from each opposite side ofsaid bolster, which housings are yieldably connected to saidbolster by apair of leaf spring assemblies and that each drive axle isfurtherjournalled in l,a

gear housing 130., i

'having a pivotal connection with said bolster through a torque tube.4Each drive axle is moreover driven by an individual electric motorsupported by the body through a flex- 'ible drive shaft disposed so asto minimize spline travel and angularity of the drive shaft.

It will be seen that the rail car constructed in accordance with thepresent invention is in comparison to the size thereof constructed ofrelatively -few simple and comparatively light parts in that samegenerally comprises only the body B, trucks T, and motors 101 all ofwhich as above described are of minimum Weight consistent with requiredstrength, and it will further be seen that all parts tending to createjars or vibrationsare rubber cushioned thus providing a rail carconstruction which is simple, relatively light and substantiallynoiseless in operation.

In-Figs. 10 and 11 is disclosed a modified embodiment of the inventionwherein the drive arrangements between the motors 101 and axles 33 aremodified such that slower drive shaft rotation is provided, so that thedeleterious effect of angularity of the drive shaft and spline travel insuch shaft is further minimized.

As indicated in said figures-each motor 101, comprises a suitablyhousedygcar reduction 201 embodying a gear driven by the motor armatureshaft. and meshing with a larger gear operatively connected with theadjacent drive shaft 115.

By this provision, a substantially reduced speed of rotation is impartedto drive shafts 115 under normal motor speed, which ,as above stated is'highly desirable in the construction disclosed. Furthermore, by theprovision of the reduction gearing 201 the. motor armature shafts anddrive shafts 115 are substantially vertically offset, as indicated inFig. 11, as a result ofrwhich the body floor 165 can be lowered asubstantialdistance amounting approximately to the vertical distancebetween the centers of the armature shafts and drive shafts 115.

In accordance with 'thisfembodiment of the invention, the motors 101 andreduction gearings 201 are preferably mounted between longitudinallydisposed channels 202 which may span a pair of transverse channels102..`

as disclosed in described. v

The motors 101 and reduction gear housings 201 are secured to channels202 by bolts 203 extending throughthe channels as well as throughbrackets 204jand 205 inmotors 101 and gear vcasings 201 respectively,and also through rubber pads 206 on opposite faces of the channelfiangesfor yieldably supporting the motors and gear housings from thechannels.

In accordanceV with this embodiment of the invention thev motor armatureshaft the form fof the invention first brakes are eliminated, and adrive shaft brake 208 is substitutedwtherefor within'which the universalj oint-126 is disposed. Y,

Additional braking arrangements are provided Which cooperate with wheels78 and which as indicated comprise supports 209 yieldably supported onsprings 47 adjacent the opposite ends thereof through suitable rubbercushions engaged with upturned ends 210 of individual spring leaves andsupports 209 are maintained in position by U-bolts 211.

Supported in cars'212 on supports 209 with the opposite ends projectinglaterally therefrom aretransverse rods 213 on each projecting end ofwhich is pivoted a bell crank lever 214 each of which levers is furtherpivotally connected as at 215 to a wheel engaging brake shoe 216.

The free end of each lever 214 is connected, as indicated at 217 to theadjacent end of a rod 218 whose opposite end is operatively connected toa fiuid brake operating chamber 219, the pair of chambers 219 at eachside of the truck being suitably supported by spring saddle 51, andadapted to bev operated by fluid such as air. n

By the provision of-this brake construction, the possibility of settingof the brakes upon vertical movement of the axles is substantiallyavoided since the brakes are car-v riedby the springs closely adjacentthe ends thereof and accordingly same will rise and rfall substantiallysimultaneously with that of axles 33.

The wheel brake constructions herein dis-` closed is equally applicableto the first form of the invention.` Y

While in accordance with the above disclosed embodiments of my inventionrelatively little angularity of the drive shafts is occasioned uponpivotal movement of the truck i loo assemblies relative yto the car bodyupon rounding curved sections of track, I have found that under certainconditions the motors may be arranged with further improved arerelatively short and to this end are carried by the truck bolster inorder that the movements ofNeach axle with respect to the motor thatdrives it are due only to the fiexible connections between said axle andthe bolster. i `C f The embodiment of the invention disclosed krioresults by disposing them .so that the shafts v in Figures 12 to 18provides a construction of the latter type in which the power means aresupported by the bolster, whereby relatively short drive shafts areutilized, which shafts alle not liable to assume angular positions as aresult of pivotal movement ofthe truck assembly, thus providing faconstruction vfor association with a carbody having a substantiallyjlowfloor, and in which the drive shafts can be driven at the same speed asthe motor shaft without causing excessive whipping of the drive shaft.

a bolster 225, which, as moreparticularly indicated in'Figure 16, may beconstructed in the form of a casting of hollow boxlike formation. Thebolster 225 at each end thereof is of substantial I-formation in endelevation,

as indicated in Figure 15, each including a vertical central web 226and' integral bottom and top ,flanges 227 andl 228` respectively. Thebottom iiangesl227 are provided with laterally spaced central ears or'lugs 229, which operatively engage recesses 231 in laterally spacedflanges 232 of a plate or cap 233. The flanges 227 and caps 233 withtheir respective ears 229 and flanges L 232 provide housings forreceiving 'and positioning the intermediate portions of leaf springs' 47the leaves of the springs being rigidly clamped in position by'bolts 234extending through anges 227 and 7caps 233, as is clearly indicated inFigure 16.

The opposite ends of springs 47 are yieldably connected beneath the axlebearing housings 42 substantially in the manner above disclosed withreference to the previous '.forms of the invention. In this form of theinvention, however, each end of the lower or longest leaf of each spring47 is bent upwardly in the form of a flange 236 in spaced relation tothe associated housing 42, each of which iianges is apertured for thereception.

of a studbolt 237 projecting from housing 42 and engaged with each bolt237 is a nut 238 on each sideof flange 236, whereby upon J adjustment ofthe nuts an abutment 1s proyvided between springs 47 and housings 42',

articularly for resisting torque reactions n ousiiigs 42. The adjustingbolts 237 further function to cause each pair of axles to fall intoparallel alignment.

The axles 33 are rotatably journaled adjacent their ppposite ends inhousings 42 in the manner above disclosed and axles 33 are provided withwheels 73 of the character disclosed in Figure 7. i Y

The bolster 225 is pivotally secured centrally Vthereof to a side swayoscillator construction which in turn is yieldably support-v Yed beneaththe fioor 165 of the car body. The

oscillator construction, which is similar to that disclosed intheaforesaid copending application, comprises a base` member 241 ofpan-like formation, through a control boss 242 of which extends a pivotor kingpin 243, which pin further projects through a'washer 244 and abearing thimble 245. The washer v244 and outer enlarged portion ofthimble 245 rest insuitablerecesses in the baseof member 241, asindicated in Figure 16, with the lower reduced portion of thimble 245disposed in an aperture in a boss 246 formed on bolster 225.' '.Theinner end of pin 243 is encircled by a washer 247 yieldably held inengagement 4with the inner face of boss 246 by coil spring 246 whoseinner end is engaged by a` washer -v 247 which in turn is engaged by yanut 248 threaded on the inner end pin 243 whereby the member 241 isconnected with bolster'225 for pivotal movement relative thereto. Themem'- er 241 is rdisposed in an inwardly facing channel 249 defined byinwardly directed side and end walls 251 and 252 respectively of anelongated plate 253. Disposed between member 241 and plate 253 aretoothed rocking members 254 with the lower teeth 255 in rockl ingengagement with convex walled recessesv 256 in member 241, andwith theouter teeth 8 257 in rocking engagement with similar recesses 258provided in plates 259 extend-H tween walls 251 and the opposite sides'of menber 241, as is clearly indicated in Figure 13.

The plate 253 has a yieldable connection with the fioor 165, which ispreferably provided in the following manner. Suitably secured to theopposing facesv of oppositely directed body supporting channel members261 are the vertical ianges of angle irons 262,`the,horizontal flangesof which together with the outer horizontal'ianges of channel members261 are suitably secured to a body iioor engaging and supporting plate263. Secured as by bolts 264 tothe horizontal flanges of'members 262, aswell as to plate 263,

' adjacent each e'nd of plate 253, is an angular `plate member v265 eachembodying laterally spaced verticalportions 266 -and 267 and ahorizontal portion 268 integrally connecting said vertical portions. Theopposite ends of -plate 253 aredisppsed intermediate plate 263 s andportions 268 of plates 2.65 andV disposed on the lower side of plate 253adjacent each end thereof, between the plate andthe portions 268, areyieldable, preferablyrubber,

`blocks 269 and disposed above plate V253 is a transversely continuouscushion blocki1271.

A bolt 272 projects vertically through aligned apertures in oppositeends of plate253 as well as blocks 269 and 271. By this construction'lplate 253 is connected with the ve'- hicle body in a manner such thatsame is capable of yieldable vertical movement and -in order to nreduce`friction toa minimum Suitable anti-friction plates 273 are disposedbetween walls 251 and the vertical flanges of v members 262, as isclearly indicated in Figure 13, which anti-friction plates may beextended or additional plates provided between flanges 267 of plate 265and walls 252 of plate 253, as indicated at 274 in Figure '16.'

It will be seen from the Vforegoing that vthe connections heretoforedisclosed provideJa pivotal connection between bolster 225 and floor 165ofthe cai' bodyl B for alinement of wheels 73 yieldably supported frombolster 225 with curved sections of track and that \said connectionsfurther provide for side sway of the car body relative to the bolster225 las the entire assembly confined within -plates 265 is bodilymovable with the vehicle As is more clearly indicated in Figures 12 and14 channel members 261', angle members Y ',262 and plate 263 extend thefull widthof the car body and the vertical flanges of members 262 haveconnected therewith shoes 276 in substantial vertical alinement withsprings 47', which shoes are adapted for cooperation` with abutments 277suitably secured as by bolts 278 to the outer flanges f228v at the opposite ends of bolster 225 for limiting transverse tilting movement ofthe car body.

The bolster 225 is further utilized as a support forqa pair of electricmotors designated' at 279 one for operative driving engagement with eachof the axles 33. The bolster 225 is accordingly provided on eachopposite vertical Aface thereof at laterally opposite sides of pivot pin243 with a series of motor .l hea-d securing lugs 281 disposed about asubstantially large opening 2 82 and the respective opposite side wallsof bolster 225 are provided with openings 283 in substantial alinementwith openings 282. As will be seen upon inspection of Figures 13 and 15bolster 225 is relatively low thus necessitating a downward inclinationof thed opposite gear housin s 25 toward the bolster disposed intermeiate same and each motor armature shaft must be in parallel alinementwith rthe respective housings 2 5. The securing lugs 281 for therespective motors 279 are corrspondingly inclined such that motors 27 9in assembled position will be in parallel alinement with the respectivegear hogisings 25 associated-With axles 33 as is clearly indicated inFigure 13.

The securing lugs 281 are constructed, so that electric motors ofstandard makes, such as indicated in 27 9 may be utilized. The motorshowever must be provided with special heads for attachment to lugs 281which heads as indicated in Figure 14 preferably comprise apertured-lugs285 similar to lugs 281 and through the mating apertures of which aredisposed bolts 286 for firmly securing the motors to the bolster 225independently of the axles, so that'the motors move as a unit with theholsters and shiftttlreir position as the truck shifts its positiiii amanner entirely pair of laterally yjournaled in similarly alined bearinglugs- 1,91e,4ea

uninfluenced by movement of the axles Within the range of movementthereof permitted by the springs that alone connect the axles to thebolster. f'

Each motor 279 is secured to bolster 225 on the side thereof opposite tothe axle 33, which is driven by the respective motor and each motor isoperatively connected with the drive worm in gear housing 25 by arelatively short drive shaft 291, which extends through openings 282 and283 in the opposite vertical walls of bolster 225 as clearly indicatedin Figure 13. Each shaft 291 is furthermore provided with auniversaljoint 292 adjacent housing 25 and a second universal jointwithin a drive shaft brake drum 293 carried by the shaft and disposedwithin the hollow bolster 225. Each shaft 291 is further provided with atelescoping-joint 294 of known form.

tions on gear housings 25 which in this form of theV invention is notresisted by torque tubes, as in the previous forms of the invention,housings 25 and the adjacent bearing housings 42 are preferably rigidlyconnected by common tubular extensions surrounding the axles asindicated at 295, Whereby the housings 42', which are lirmly securedtosprings 47 resist the torque on housings 25.

From the foregoing disclosure it will be seen that motors 279 aresupported by bolster 225 in such manner that relatively short driveshafts are required due to which, together with the fact that motors 279movecommensurate with housings 225, thus maintaining shafts 291 againstlateral angularity the shafts can be revolutions per minute, or at theplaning speed of the motors. Furthermore the disposition of themotorsrelative to the bolster is such that the drive shaft brake drums 293 aredisposedwithin bolster 225 opposite the pivot pin 243, which not onlyhouses the brake drums but provides ready means of attachment for thebrake operating means.

The brake, operating means comprises a alined shafts 296 rotatably297,*which are rigidly supported from extensions 298,'of the oppositeside walls of bolster 225, in such manner that the adjacent ends drivenat a speed as high as 4000.

of, shafts 296 are disposed immediately below the pivot pin 243. 'Eachshaft296 has a link connection 299 with a respective braking arrangementcooperating with one of thedrums 293. lEach shaft 296 between lugs 297is provided lwith a rigid arm relatively close and at equaldistancesfrom n extended axis of pin 243 asindicated in Figure 16. `Theinner ends of arms 301 are connected by an equalizing bar 302 to which alink is pivotally connectedat one end as by a' suitable `universalconnection, and whose other end -1s pivotally yconnected with an 'actu-301y which arms are ating rod operatively connected with the emergencybrake lever mounted on the body iii any well known manner.

Inasmueh as the connection between the body carried brake actuatingmechanism and they truck carried braking means is made at apointdirectly'bellow the vertical axis about which the truck swings, it isapparent that laterally disposed pairy of plates 306 with' f te swin 'nofthe m g1 g at 307, to a short spring leaf truck will not affect thebraking mechanism, that -is the brakes will be as effectively appliedwhen the car rounds a curve as when it is moving over straight sectionsof track because there 1s no relative motion between the body and thetruck at or vertically below the axis about which the truck swings. 'Ihis arrangement constitutes an important characteristic of thisinvention. Furthermore by the provision of the equalizers 302 anequalized brakingaction (is-provided yfor the pair of brake'drums 293in'- eluded in each truck assembly. v This embodiment of the inventionalso includes Huid or air actuated service brakes similar to thosedisclosed in Figure 11. The

service brake construction in accordance with this embodiment of thelnvention comprlses a 'support 305 (Figs. 12, 17, 18) which embodies arectangular plate 306 secured, as indicated 308 adjacent each end ofeach spring 47. The plate 306 is furthermaintained in position andstabilized by a U-bolt 309. the legs of which extend through plate 306and are terminally engaged by nuts 311. The legs of U-bolt 309 span thespring'-47 and the bight portion thereof extends through a depression312 in a cap 313, in which cap is seated the outer end of a 'cushionblock 314, whose inner end is of Y., stepped formationl for engagementwith a *o pair of consecutive leaves of spring 47', as indicatedinFigure 17the nuts 311 being s uiciently drawn p to firmlyv bindblock 314between cap '13 and spring 47. The plates 306 are further stabilized bymounting bars or shafts 315 one of which connects each the opposite endsthereof disposed in tubular members 316 integral with plates '306.

.The opposite ends of shafts 315 `extend beyond tubular members 316,.asindicated'in Figure 18, androtatablfjournaled on each of the extensionsof shafts 315 through av bearing sleeve 317, is the hub portion 318 of abrake shoesupporting and actuating lever 319. The levers 319 aremaintained 'on bars 315 by washers 321 disposed over reduced extensions322 of shafts 315, which washers are yieldably maintained in'engagementwith hub portions 318 by` coil springs 323, which are, in turn, engagedby washers 324 which are maintained o n extensions 322 by nuts 325..Each lever 319 outwardly of its pivotal connection with shaft 315`isapertured, as indlcatedat 326, in which aperture is dise axles, a

posed a bearing-sleeve 327.- Disposed within sleeve `327 is a bolt 328-on which is rotatably journaled on opposite sides of lever 319, throughlsuitable bearing members 329- and 331, ears 332 of a brake shoe support.333, to which support is suitably secured a' brake shoe 334 of suitableform for braking engagement. with the respective wheel 73.

Preferably-washers 335 are disposed between lever 319 and ears '332while washers 335 are yieldably held in engagement with each' other andwith levell 319 by a coil spring 336 one end of which engages aliange337 on bearing sleeve 331 and the opposite end of which' engages'awasher 338 disposed on bolt 328,'andf which is in turn engaged by a nut339. The coil springs 321 and 336 not only maintain the parts inengagement but function as anti-rattling means.

Pivotally secured as at 341 (Fig. 15) to the outer end of each of thelevers 319 isone 'end of a brake shoe actuating rod 342 whose oppositeend is operatively connected with a iuid or air operating chamber343 ofknown form which chambers are secured tocaps 233, as indicated at 344substantially in the same manner as indicated in Figure 11. n

ABy disposing the brakes as disclosed the -shoesoscfllate substantiallywith the wheels 73', thus maintaining the same relation between theshoes and wheels under all -operating conditions and accordingly-substan-.

tially uniform braking eiciency.

The invention may be embodied in other i vspecific forms withoutdepartingfrom the spirit or essential characteristics. thereof. Thepresent embodiment 'is therefore to be considered -in all respects asillustrative and ment about a substantially vertical axis, a'

pair of drive axles disposed w'thin axlehousingsr arranged at each sideof said bolter, Isprings to space said axle housings from said bolster,drive Ishafts for said axles, and torque tubes secured to said axlehousings and through 'which said drive shafts extend, said torque tu esbeing connected to said bolster so as to be flexible in directions otherthan necessary to resist the driving torque vreactions.

2. A rail cai' truckcomprising a bolster ari ranged to s up ort the carbody, a pair of.

pair o 'bearingboxesfor each axle,

leaf springs secured between their endsl to said bolsters and .connectedat their ends to said bearing boxes so as to space said axles

